Hybrid utility vehicle

ABSTRACT

A cooling assembly for a hybrid vehicle includes a first cooling system configured to cool an engine and a second cooling system separate from the first cooling system and configured to cool a plurality of electrical components. The second cooling system is configured with a first method of cooling at least a first electrical component and is configured with a second method of cooling at least a second electrical component. The first method of cooling is different from the second method of cooling.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 16/414,217, filed on May 16, 2019, titled “HYBRID UTILITYVEHICLE”, issued as U.S. Pat. No. 11,370,266 on Jun. 28, 2022, theentire disclosure of which is expressly incorporated by referenceherein. The present application expressly incorporates by referenceherein the complete disclosures of U.S. patent application Ser. No.16/146,304, filed on Sep. 28, 2018, titled “HYBRID UTILITY VEHICLE;”U.S. patent application Ser. No. 15/613,483, filed on Jun. 5, 2017,titled “HYBRID UTILITY VEHICLE;” and U.S. Provisional Patent ApplicationSer. No. 62/349,998, filed Jun. 14, 2016, titled “HYBRID UTILITYVEHICLE.”

FIELD OF THE DISCLOSURE

The present application relates to a utility vehicle and, moreparticularly, a hybrid utility vehicle.

BACKGROUND OF THE DISCLOSURE

Electric vehicles are known to have at least one battery pack which maybe operably coupled to an electric motor for charging the battery packand/or for driving the wheels of the vehicle. A hybrid vehicle, however,also includes an engine. The hybrid vehicle, therefore, has to ensurethat both the engine, electric motor, and battery packs are sufficientlycooled. Additionally, because the vehicle must have sufficient space forsupporting the battery packs, any accessories or cargo to be carried onthe vehicle may be positioned at alternative locations thereon.

SUMMARY OF THE DISCLOSURE

In one embodiment, a cooling assembly for a hybrid vehicle comprises afirst cooling system configured to cool an engine and a second coolingsystem separate from the first cooling system and configured to cool aplurality of electrical components. The second cooling system isconfigured with a first method of cooling at least a first electricalcomponent and is configured with a second method of cooling at least asecond electrical component. The first method of cooling is differentfrom the second method of cooling.

In a further embodiment, a hybrid vehicle comprises a plurality ofground-engaging members; a frame assembly supported by the plurality ofground-engaging members; an operator area supported by the frameassembly and including an operator seat and a front passenger seat; anengine operably coupled to the plurality of ground-engaging members; andan electrical assembly operably coupled to at least one of the engineand the plurality of ground-engaging members. The electrical assemblyincludes at least one high-voltage component and at least onelow-voltage component. The vehicle also comprises a cooling assemblyincluding a first cooling system fluidly coupled to the engine and asecond cooling system fluidly coupled to the electrical assembly. Thesecond cooling system includes an air intake on a lateral side of thehybrid vehicle and the at least one low-voltage component is positionedadjacent the air intake. The second cooling systems is configured toreceive ambient air through the air intake and flow the ambient airacross the low-voltage and high-voltage components

BRIEF DESCRIPTION OF THE DRAWINGS

The above mentioned and other features of this invention, and the mannerof attaining them, will become more apparent and the invention itselfwill be better understood by reference to the following description ofembodiments of the invention taken in conjunction with the accompanyingdrawings, where:

FIG. 1A is a front left perspective view of a hybrid utility vehicle ofthe present disclosure;

FIG. 1B is a rear right perspective of the vehicle of FIG. 1A;

FIG. 2 is a schematic view of a drivetrain assembly of the vehicle ofFIG. 1A;

FIG. 3 is a rear elevational view of an operator area of the vehicle ofFIG. 1A;

FIG. 4 is a logic diagram of a portion of the powertrain assembly and/orelectrical assembly of the hybrid utility vehicle of FIG. 1Aillustrating a transition from a stealth mode to a hybrid mode ofoperation;

FIG. 5A is a front left perspective view of a cooling assembly andhousing for electrical components of the vehicle;

FIG. 5B is a front right perspective view of the cooling assembly andhousing of FIG. 5A;

FIG. 6 is a top view of the cooling assembly and indicating air flowtherethrough;

FIG. 7 is a front right perspective view of the cooling assembly of FIG.5A with the housing removed;

FIG. 8 is a rear left perspective view of the cooling assembly of FIG.7;

FIG. 9 is a rear left perspective view of a plurality of cooling platesand a water pump of the cooling assembly of FIG. 7;

FIG. 10A is a front exploded view of low- and high-voltage electricalcomponents, a cooling plate, and a frame assembly;

FIG. 10B is a rear exploded view of the low- and high-voltage electricalcomponents, a cooling plate, and a frame assembly of FIG. 10A;

FIG. 11 is a logic diagram for operation of the cooling assembly of FIG.7;

FIG. 12 is a front left perspective view of a portion of a frameassembly of the vehicle of FIG. 1A and an accessory mounting assembly;

FIG. 13 is an exploded view of the accessory mounting assembly of FIG.12;

FIG. 14 is a cross-sectional view of the accessory mounting assembly ofFIG. 12, taken along line 14-14 of FIG. 12;

FIG. 15 is a front left perspective view of a spare tire holder of thevehicle of FIG. 1A;

FIG. 16 is an exploded view of the spare tire holder of FIG. 15;

FIG. 17 is a rear left perspective view of a frame assembly of the sparetire holder of FIG. 15; and

FIG. 18 is a front left perspective view of the frame assembly of thespare tire holder of FIG. 17.

Corresponding reference characters indicate corresponding partsthroughout the several views. Although the drawings representembodiments of the present invention, the drawings are not necessarilyto scale and certain features may be exaggerated in order to betterillustrate and explain the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

The embodiments disclosed below are not intended to be exhaustive or tolimit the invention to the precise forms disclosed in the followingdetailed description. Rather, the embodiments are chosen and describedso that others skilled in the art may utilize their teachings. While thepresent disclosure is primarily directed to a utility vehicle, it shouldbe understood that the features disclosed herein may have application toother types of vehicles such as other all-terrain vehicles, motorcycles,snowmobiles, and golf carts.

Referring to FIGS. 1A and 1B, an illustrative embodiment of a hybridutility vehicle 10 is shown, and includes ground-engaging members,including front ground-engaging members 12 and rear ground-engagingmembers 14, a powertrain assembly 16, a frame assembly 20, a pluralityof body panels 22 coupled to frame assembly 20, a front suspensionassembly 24, a rear suspension assembly 26, and a rear cargo area 28. Inone embodiment, one or more ground engaging members 12, 14 may bereplaced with tracks, such as the PROSPECTOR II tracks available fromPolaris Industries, Inc. located at 2100 Highway 55 in Medina, Minn.55340, or non-pneumatic tires. Vehicle 10 may be referred to as autility vehicle (“UV”), an all-terrain vehicle (“ATV”), or aside-by-side vehicle (“SxS”) and is configured for travel over variousterrains or surfaces. More particularly, vehicle 10 may be configuredfor military, industrial, agricultural, or recreational applications.

Referring still to FIGS. 1A and 1B, vehicle 10 includes an operator area30 supported by frame assembly 20, and which includes seating for atleast an operator and a passenger. Illustratively, one embodiment ofvehicle 10 includes an operator seat 32 and a front passenger seat 34 ina side-by-side arrangement. Operator seat 32 includes a seat bottom,illustratively a bucket seat, and a seat back. Similarly, frontpassenger seat 34 includes a seat bottom, illustratively a bucket seat,and a seat back. Additionally, cargo area 28 may be configured supportadditional passengers and/or cargo items.

Frame assembly 20 of vehicle 10 is supported by ground engaging members12, 14. Frame assembly 20 includes a lower frame assembly 20 a and anupper frame assembly 20 b. Lower frame assembly 20 a includes a frontframe portion 36 and a rear frame portion 38. Upper frame assembly 20 bis coupled to lower frame assembly 20 a and cooperates with operatorarea 30 to define a cab of vehicle 10.

Powertrain assembly 16 is operably supported on frame assembly 20 and isdrivingly connected to one or more of ground engaging members 12, 14. Asshown in FIG. 2, powertrain assembly 16 may include an engine 40 and atransmission 42. In one embodiment, transmission 42 may include acontinuously variable transmission (“CVT”) 42 a and/or a shiftabletransmission 42 b. Engine 40 may be a fuel-burning internal combustionengine, however, any engine assembly may be contemplated, such ashybrid, fuel cell, or electric engines or units. In one embodiment,powertrain assembly 16 includes a turbocharger (not shown) and engine 40is a diesel internal combustion engine. Additional details of CVT 42 amay be disclosed in U.S. patent application Ser. No. 14/475,385, filedSep. 2, 2014 (Attorney Docket No. PLR-15-26520.01P-US); U.S. patentapplication Ser. No. 15/388,106, filed Dec. 22, 2016 (Attorney DocketNo. PLR-06-27992.00P-US); and U.S. patent application Ser. No.16/357,695, filed Mar. 19, 2019 (Attorney Docket No.PLR-15-28268.02P-US), the complete disclosures of which are expresslyincorporated by reference herein.

Powertrain assembly 16 also includes a driveline 44 comprised of atleast a front differential 46, a rear differential 48, and a drive shaft49 extending therebetween. Front differential 46 is operably coupled tofront ground-engaging members 12 and rear differential 48 is operablycoupled to rear ground-engaging members 14. Additionally, powertrainassembly 16 includes at least one electric motor/generator 50 andincludes or is operably coupled to at least one battery pack 54.Optionally, powertrain assembly 16 also includes at least one tractionmotor 52.

Various components of powertrain assembly 16 are operably coupled toeach other, as shown in FIG. 2. For example, engine 40 may be operablycoupled to transmission 42, motor/generator 50, and/or battery pack(s)54 in at least one operating or drive mode of vehicle 10. Inembodiments, engine 40 may be operably coupled to driveline 44 throughtransmission 42. As is also shown in FIG. 2, motor/generator 50 isoperably coupled to battery pack(s) 54, transmission 42, driveline 44,and/or traction motor 52. Further, if traction motor 52 is included,traction motor 52 is operably coupled to battery pack 54,motor/generator 50, and/or driveline 44. Additional details ofpowertrain assembly and the various operating or drive modes of vehicle10 are disclosed in U.S. Pat. No. 10,118,477, filed Jun. 5, 2017, andissued Nov. 6, 2018 (Attorney Docket No. PLR-09-27423.02P-US), thecomplete disclosure of which is expressly incorporated by referenceherein.

With respect to FIG. 3, operator area 30 is shown. Operator area 30includes a plurality of operator inputs, such as a steering input 56(e.g., a steering wheel), at least one display or gauge 58 which may beconfigured to transmit information to and from the operator, and aplurality of input members 59 (e.g., buttons, levers, switches, etc.)configured to allow the operator to change operating modes, conditions,parameters, etc. of vehicle 10 and/or change any other input, system, orcomponent on vehicle 10. Display 58 and input members 59 are supportedon an upper portion or member 62 of a dashboard assembly 60. Dashboardassembly 60 also may include a lower portion or member 64 thereof whichextends below upper portion 62. Lower portion 64 may be integrallyformed with upper portion 62 or may be removably coupled thereto withfasteners.

As shown in FIG. 3, lower portion 64 of dashboard assembly 60 maysupport an input console 66 which includes a plurality of input members68 (e.g., levers, buttons, switches, etc.). Input console 66 includes asupport panel 70 which is angled towards operator seat 32. Moreparticularly, support panel 70 may include an integral mounting bracket72 or may be removably coupled thereto. Mounting bracket 72 includes afirst leg 74 which extends outwardly from lower portion 64 of dashboardassembly 60 towards a left side of vehicle 10 and includes a second leg76 which extends outwardly from lower portion 64 towards a right side ofvehicle 10. First and second legs 74, 76 may be integral with each otheror may be removably coupled to each other. The configuration of firstand second legs 74, 76 angles support panel 70 towards the operatorseated on operator seat 32. In this way, any of input members 68 onsupport panel 70 are positioned toward the operator and are in closeproximity to the operator for easy accessibility during operation ofvehicle 10, thereby allowing the operator to keep his/her eyes on theroad and not lean forward when accessing input console 66.

Certain input members 68 may define drive mode controls, including ahybrid mode and a powertrain mode for stealth and/or hybrid operation.More particularly, an input member 68 a may actuate the hybrid modewhich includes a combination of engine 40 and motor/generator 50 foroperation of vehicle 10, whereas the stealth mode, actuated by an inputmember 68 b, allows vehicle 10 to operate in an electric mode using onlymotor/generator 50. In this way, vehicle 10 operates quietly and withoutthe sound of engine 40 when in the stealth mode. More particularly, withrespect to operation in the stealth mode, and as disclosed in FIG. 4,powertrain assembly 16 and/or electrical assembly 100 includes a hybridcontrol unit (“HCU”) 300, an engine control unit (“ECU”) 302, and anengine starter 304. HCU 300 receives inputs related to the state of akey/start switch 306, the engagement or disengagement of the hybrid modevia input member 68 b, and/or the engagement of disengagement of a brakepedal 308. Based on the state of key/start switch 306, input member 68b, and/or brake pedal 308, HCU 300 is configured to preventunintentional engine starting and noises associated therewith when inthe stealth mode.

When vehicle 10 operates in the stealth mode, there is a locking featurethat prevents the hybrid mode from being engaged, thereby preventing thesound of the engine 40 or other components of powertrain assembly 16from being actuated and exposing vehicle 10 to detection that wouldotherwise not be possible in the stealth mode. For example, and usingdisplay 58, input members 59, and/or input members 68, an overridefeature would have to be engaged in which the operator may be requiredto confirm his/her intent to exit or disengage the stealth mode or maybe required to enter a code, pin, or other input when disengaging thestealth mode.

However, and referring still to FIG. 4, when the operator intends totransition from the stealth mode to the hybrid mode, a plurality ofintentional actions must be taken by the operator. More particularly,and as shown in FIG. 4, engine starter 304 is not connected to key/startswitch 306 and, rather, all key/start switch states are wired to HCU300, including the engine start position. In order to engage the stealthmode, the operator engages input member 68 a to select the hybrid mode,engages brake pedal 308, and turns key/start switch 306 to the enginestart position. In embodiments, the operator keeps his/her foot on brakepedal 308 until engine 40 cranks and fully starts. HCU 300 controls ECU302 over CANbus communication and engine starter 304 is controlled byECU 302.

The hybrid mode may allow the operator to choose a Hybrid MaxPerformance mode or a Hybrid State-of-Charge (“SOC”) mode. In the HybridMax Performance mode, both engine 40 and traction motor 52 will providemaximum assistance during acceleration and driving while minimal powerfrom motor/generator 50 is diverted to charge the traction batteries ofvehicle 10. In the Hybrid SOC mode, maximum power is diverted to chargebatteries 54 and minimal or no power is provided to traction motor 52.The intent of the Hybrid SOC mode is to allow the operator to rechargebatteries 54 as quickly as possible during operation of vehicle 10.Additionally, in embodiments, certain displays, such as display 58 mayinclude an input to actuate a Blackout mode where all visible lightingon vehicle 10 is disabled for night operations of vehicle 10.

Input console 66 also may include certain input members 68 which definea push-button selection for the gear position in an intuitive patternfrom the top-left to the bottom-right: Park, Reverse, Neutral, Low, andHigh. Illustratively, an input member 68 c may correspond to Park, aninput member 68 d may correspond to Reverse, and an input member 68 emay correspond to Drive with input members 68 g and 68 h indicating Highand Low, respectively. Additionally, input console 66 displays thecurrently-selected gear and the currently-active gear on the samedisplay.

Referring to FIGS. 5A-11, a cooling assembly 80 for vehicle 10 is shown.Engine 40 and other mechanical components of powertrain assembly 16 maybe cooled by a separate cooling system which is not shown. Rather,cooling assembly 80 of FIGS. 5A-11 is configured to cool variouscomponents of an electrical system 100 of vehicle 10. For example, andas shown in FIG. 4 and disclosed further herein, cooling assembly 80 isconfigured to cool battery pack 54, electrical wires or conduits 102,various electrical circuits or connections 104, and other electricalcomponents. Illustrative cooling assembly 80 is a water-cooled system,however, cooling assembly 80 may be cooled by any other mechanism,liquid, fluid, etc.

A housing 82 for portions of cooling assembly 80 and electrical assembly100 is comprised of at least an upper cover 84, opposing lateral sidecovers 86, and at least one front cover 88 removably coupled togetherwith removable fasteners or permanently joined together, for examplewith welds. In embodiments, a recess 89 is defined along a portion offront cover 88 to allow various components of vehicle 10, such as driveshaft 49 or other components of powertrain assembly 16 to be positionedwithin a portion of housing 82.

Right side cover 86 may include at least one grouping openings andcorresponding louvers 90 configured to direct air within housing 82 andleft side cover 86 includes a grouping of openings and correspondinglouvers 91 which expel air from housing 82. Additionally, front cover 88may include at least one grouping of openings and louvers 92 configuredto direct air within housing 82. In this way, the openings and louvers90, 92 define air intake locations of housing 82 and cooling assembly 80and openings and louvers 92 define an air outlet of housing 82. Moreparticularly, and as shown best in FIG. 6, ambient air A is configuredto flow into housing 82 through the air intake on right side cover 86and through the air intake on front cover 88. The angle of louvers 90,92 directs air A laterally through housing 82 such that air A flows fromthe right side of housing 82 toward the left side of housing 82. In thisway, cool, ambient air A flows into housing 82 and flows across batterypack 54 and any other electrical components within housing 82 to coolsuch components through convection. After flowing through housing 82,air A, which has been warmed by the electrical components within housing82, flows out of housing 82 through openings and louvers 91 on left sidecover 86.

Referring still to FIGS. 5A-11, cooling assembly 80 includes a frame110, a heat exchanger or radiator 112, a fan 114 fluidly coupled to heatexchanger 112, a plurality of cooling plates 116, 118 supported by frame110, an electric water pump 120, and various cooling conduits, such asconduit 117 (FIG. 7) configured to flow cooling water betweenmotor/generator 50 (FIG. 2) and heat exchanger 112 and conduit 119 (FIG.7) configured to flow cooling water between traction motor 52 and heatexchanger 112. Frame 110 of cooling assembly 80 is supported by lowerframe assembly 20 a of vehicle 10 (FIG. 1A) and, illustratively, asshown in FIG. 6, is supported along the left side of vehicle 10. Heatexchanger 112 is coupled to frame 110 along the left side of vehicle 10and is positioned intermediate side cover 86 and fan 114. Fan 114 isconfigured to pull ambient air A from right side cover 86 and frontcover 88 through and across housing 82 such that warm air A flowsoutside of vehicle 10 through heat exchanger 112 and left side cover 86.

Heat exchanger 112 is fluidly coupled to cooling plates 116, 118 throughpump 120. More particularly, and as shown best in FIG. 9, pump 120 flowscooling water from heat exchanger 112 into a first conduit 121 to flowthe water into first cooling plate 116 through a second conduit 122. Thecooling water circulates through first cooling plate 116 and flows fromfirst cooling plate to second cooling plate 118 through a third conduit124. From second cooling plate 118, the water may flow through a fourthconduit 126 which is fluidly coupled to conduit(s) 117 and/or 119 forflowing cooling water to motor/generator 50 and/or traction motor 52. Itmay be appreciated that the water flowing through first and secondcooling plates 116, 118, motor/generator 50, and/or traction motor 52 isheated and, therefore, ultimately flows back into heat exchanger 112 tobe cooled therein.

As shown in FIGS. 7-10B, frame 110 also may support various componentsof electrical assembly 100 for providing cooling thereto. Moreparticularly, a charger 128 of electrical assembly 100 is positioned onframe 110 adjacent a first surface 132 of first cooling plate 116.Charger 128 may include a heat sink, defined by a plurality of coolingfins 130, positioned laterally outward thereof such that charger 128 ispositioned laterally intermediate cooling fins 130 and first coolingplate 116. It may be appreciated that charger 128 is positionedgenerally below an access plate or cover 85 of housing 82, as shown inFIG. 5A, such that charger 128 is easily accessible for repairs orreplacement. Additionally, an access plate or cover 87 is positioned ona forward end of housing 82 to also provide access to various componentsof electrical assembly 100, such as charger 128, switches, a manualshift for traction motor 52 (FIG. 2), etc.

Additionally, a first motor controller 136, illustratively a generatorcontrol unit (“GCU”) for motor/generator 50, may be positioned adjacenta second surface 134 of first cooling plate 116. More particularly, andstill referring to FIGS. 7-10B, motor controller 136 is part ofelectrical assembly 100 and is supported on frame 110 on an opposingside of first cooling plate 116 from charger 128. In this way, firstcooling plate 116 is positioned laterally intermediate charger 128 andfirst motor controller 136 and, as such, first cooling plate 116 is ablecool both first motor controller 136 and charger 128. Because of coolingfins 130, charger 128 is cooled through convection as ambient air passesfins 130; however, charger 128 also is cooled through the liquid coolingsystem of cooling assembly 80 through contact with first cooling plate116. As such, while first cooling plate 116 is necessary for coolingfirst motor controller 136, first cooling plate 116 also providesenhanced cooling to charger 128. Therefore, first cooling plate 116 isconfigured to cool multiple components of electrical assembly 100 bypositioning electrical components on both sides of first cooling plate116.

It may be appreciated, and based on FIG. 11 disclosed herein, that invarious embodiments, first motor controller 136 and charger 128 do notoperate at the same time and, therefore, first cooling plate 116 is onlyneeded to cool either first motor controller 136 or charger 128 at anygiven time. More particularly, the same cooling plate 116 for charger128 and first motor controller 136 can be optimally used because bothcharger 128 and first motor controller 136 do not operate and produceheat at the same time, but rather, charger 128 is used for chargingbatteries 54 from an external AC source, whereas first motor controller136 is used to charge batteries 54 when vehicle 10 is in operation or ina stationary power mode.

To support first cooling plate 116, charger 128, and first motorcontroller 136 on vehicle 10, frame 110 includes a side portion 140comprised of at least longitudinally-extending members 142, upstandingmembers 144, mounting members 146, a front cross-member 148, a rearcross-member 150, and a mounting rack 152. In embodiments, mounting rack152 is configured to support various components of electrical assembly100, such as a generator. Illustratively, upstanding members 144 arecoupled to front cross-member 148 and are configured to support secondcooling plate 118 thereon. Longitudinally-extending member 142 iscoupled to a support plate 154 with removable fasteners (not shown).Support plate 154 is configured to support charger 128 on a first sidethereof and support first cooling plate 116 and first motor controller136 on a second side thereof. In one embodiment, first motor controller136 is removably coupled to first cooling plate 116 instead of supportplate 154, however, in alternative embodiments, first motor controller136 may be coupled to support plate 154 or any portion of frame 110.Charger 128 is coupled to longitudinally-extending member 142 with amounting bracket 129, as shown in FIG. 7.

As shown best in FIG. 8, electrical assembly 100 also includes a secondmotor controller 137, illustratively a traction control unit (“TCU”) fortraction motor 52, positioned rearward of second cooling plate 118.Second motor controller 137 is positioned generally perpendicularly tofirst motor controller 136. While second motor controller 137 isremovably coupled to second cooling plate 118, second motor controller137 also may be coupled to any portion of frame 110, such as frontcross-member 148 and/or upstanding members 144.

At least charger 128, first motor controller 136, and second motorcontroller 137 define a high-voltage system, circuit, or portion ofelectrical assembly 100, which is generally positioned on a left side ofvehicle 10 and is generally rearward of operator seat 32. However,electrical assembly 100 also includes a low-voltage system, circuit, orportion, which is generally positioned on a right side of vehicle 10 andis generally rearward of front passenger seat 34. The low-voltage systemincludes fuses, inverters, batteries 54, and other low-voltagecomponents. It may be appreciated that at least one DC-DC converter isincluded with electrical assembly 100 to convert high voltage to lowvoltage.

Because the low-voltage system includes components which generate and/ortransmit voltages lower than that of the high-voltage components, thelow-voltage system of electrical assembly 100 may not generate as muchheat as the high-voltage system. As such, it is sufficient to cool andmaintain the temperature of the low-voltage system through naturalconvection cooling using ambient air A. Conversely, because thehigh-voltage system includes components which generate and/or transmitvoltages higher than that of the low-voltage system, the high-voltagesystem of electrical assembly 100 generates more heat than thelow-voltage system and may require an enhanced cooling system, such asthe liquid-cooling system of cooling assembly 80. As such, thelow-voltage components cooled through convection may be cooled atdifferent (e.g., lower) rate of cooling than the high-voltage componentscooled through liquid cooling. However, the components of thehigh-voltage system are positioned within the air flow path of theambient air A for cooling the low-voltage system, so the high-voltagesystem is cooled through both the liquid cooling assembly 80 and throughconvection with ambient air A. More particularly, the components of thelow-voltage system are positioned adjacent to the openings and louvers90, 92 such that they are close to the intake of ambient air A forefficient cooling. Fan 114 draws air into housing 82 at the right sideof vehicle 10 such that the ambient air A is pulled across thelow-voltage components. As the ambient air A flows through housing 82and towards radiator 112, the ambient air A also passes over thehigh-voltage components after flowing past the low-voltage componentsbecause the high-voltage components are positioned downstream of thelow-voltage components. As such, components of vehicle 10 arestrategically positioned rearward of seats 32, 34 such that the ambientair A can be used to facilitate cooling of both the low- andhigh-voltage components.

While the illustrative embodiments of FIGS. 5A-10B disclose that thelow-voltage components, such as batteries 54, are cooled throughconvection using ambient air A, cooling assembly 80 also is configuredto cool the low-voltage components using the liquid cooling systemthereof. For example, cooling assembly 80 may be configured to insertthe low-voltage components into the liquid cooling system through fluidconduits and other components coupled to heat exchanger 112.

For operation of the liquid cooled system of cooling assembly 80,reference is made to FIG. 11. HCU 300 receives a plurality of inputsfrom various components of vehicle 10, such as inputs related to thestate or status of the ignition key/switch 306, the state of charger128, the state of hybrid mode input 68 b, the state of the blackout modeinput on display 58 (FIG. 3), the temperature of charger 128, thetemperature of second motor controller 137, the temperature of firstmotor controller 136, the temperature of traction motor 52, thetemperature of motor/generator 50, the temperature of batteries 54,and/or the temperature of the DC-DC converter(s). With these inputs, HCU300 determines if pump 120 of the liquid cooling system and/or fan 114should be activated. If pump 120 and/or fan 114 are activated, pump 120and/or fan 114 continue to be active before and/or after a component isneeded in order to keep the component temperatures low and allow formaximizing the performance of the liquid cooling system.

Referring still to FIG. 11, if charging (via charger 128) is actuated,the key state is used to determine if vehicle 10 is in the “Key OFF”charging position or “Key ON” charging position. When in the “Key OFF”charging position, the liquid cooling system may be active for anycomponent in cooling assembly 80. Additionally, to minimize noise withincooling assembly 80, pump 120 is turned on first and, only if additionalcooling is required, will fan 114 then be turned on also. Additionally,to minimize noise when vehicle 10 operates in the stealth mode and/orthe blackout mode, fan 114 can be calibrated to turn off by a switch orautomatically turned off by HCU 300.

Referring still to FIGS. 5A and 5B, while various components ofelectrical assembly 100 are positioned within an internal volume ofhousing 82, other systems or components of electrical assembly 100 maybe supported on the outer surface of housing 82. Illustratively, theouter surface of housing 82 supports a connection assembly 260 ofelectrical assembly 100. In embodiments, connection assembly 260 allowsfor external systems or packages to be connected to electrical assembly100. In embodiments, connection assembly 260 defines an autonomous readyconnection assembly configured to quickly and easily plug into anautonomous operation controller, wiring harness, or other suchcomponent. More particularly, connection assembly 260 includes adaptersor plug connectors 262 configured to receive mating or complementaryplugs or adapters of an autonomous operation controller, wiringassembly, or the like. Connectors 262 are electrically coupled to wiresor conduits 264 which extend along the outer surface of housing 82 andare electrically coupled to components of electrical assembly 100 withinhousing 82 through a connector 266 on front cover 88. In this way,connection assembly 260 allows the operator to merely plug in anautonomous operation controller through connectors 262 to quicklyconnect such a controller to other components of electrical assembly 100without the need to rewire or reconfigure portions of electricalassembly 100.

In embodiments, connector assembly 260 includes the SMET required IOPsignals which allows autonomy packages to be simply connected toelectrical assembly 100 through connectors 262. When vehicle 10 operateswith an autonomous package, vehicle 10 has the ability for “Follow Me”modes, waypoint navigation, and drive-by-remote options, such as remotedriving with a camera.

Referring now to FIGS. 12-18, vehicle 10 also is configured to support aplurality of accessories or cargo thereon. While many accessories andcargo may be supported in rear cargo area 28 (FIGS. 1A and 1B), upperframe assembly 20 b also may be configured to support one or moreaccessories, vehicle components, and/or cargo. In one embodiment,vehicle 10 includes a first portion 160 of upper frame assembly 20 bpositioned generally over operator seat 32 and front passenger seat 34and a second portion 162 of upper frame assembly 20 b positionedgenerally over a portion of rear cargo area 28 and is rearward of firstportion 160 of upper frame assembly 20 b (FIGS. 1A and 1B). At leastfirst portion 160 of upper frame assembly 20 b is configured to supportan accessory or cargo rack assembly 170. More particularly, rackassembly 170 is supported on longitudinally-extending members 164, afront cross-member 166, and a rear cross-member 168. In one embodiment,members 164, 166, 168 have a circular cross-section, however, it isenvisioned that rectangular or other cross-sectional profiles may beused.

Rack assembly 170 includes an accessory plate 172, a first or forwardcoupler 174, a second or rearward coupler 176, and a tension assembly178. First and second couplers 174, 176 each include a groove orrecessed portion 175, 177 which are configured to receive a portion ofcross-members 166, 168, respectively. It may be appreciated thatrecessed portions 175, 177 can receive cross-members of any shape andmerely need to attach to generally parallel cross-members.

Tension assembly 178 allows rack assembly 170 to be adjustablypositioned between cross-members 166, 168. Tension assembly 178 includesa shaft 180 having a threaded portion 180 a and a non-threaded portion180 b, a tension coupler, illustratively a knob 182, a lever arm 184, atension member 186 for lever arm 184, a spring 188, and a stop member190. In embodiments, knob 182 may be a worm gear with a knob, anover-center cam latch or mechanism, or any other similar device ormechanism. Tension assembly 178 is removably coupled to accessory plate172 with removable fasteners 192 and rails 194. More particularly,fasteners 192 are received through apertures 196 on accessory plate 172and extend into apertures (not shown) on an upper surface of firstcoupler 174. As disclosed further herein, first coupler 174 has a fixedposition on accessory plate 172 while second coupler 176 is configuredto move relative to accessory plate 172.

Additionally, rails 194 are coupled to a lower surface of accessoryplate 172 with adhesive, mechanical fasteners, or the like, or may beintegrally formed with accessory plate 172. Rails 194 are configured toreceive second coupler 176. Illustratively, second coupler 176 includesshoulders 200 which are received within a sliding surface or groove 202of rails 194 and are configured to retain second coupler 176 betweenrails 194. Shoulders 200 are configured to slide or translate along thelength of rails 194 to allow for movement of second coupler 176, asdisclosed further herein.

First coupler 174 of rack assembly 170 includes a first mounting member204 configured to receive a portion of shaft 180. More particularly,first mounting member 204 includes an opening or through hole 206configured to receive threaded portion 180 a of shaft 180. The innersurface of through hole 206 is threaded such that threaded portion 180 aof shaft 180 is threadedly coupled therein. Non-threaded portion 180 bof shaft 180 is received within a second mounting member 208 of secondcoupler 176. Second mounting member 208 also includes an opening orthrough hole 210 configured to receive non-threaded portion 180 b.Illustratively, non-threaded portion 180 b includes a first spacer 212and a second spacer 214 which are configured to flank and abut secondmounting member 208 when the distal end of shaft 180 is positionedwithin through hole 210. In this way, spacers 212, 214 fix the positionof the distal end of shaft 180 with respect to second coupler 176.

Using knob 182, the distance between first and second couplers 174, 176may be adjusted. More particularly, tension coupler 182 can be rotatedalong threaded portion 180 a of shaft 180 to adjust the position ofthreaded portion 180 a within first mounting member 204. As threadedportion 180 a moves within first mounting member 204, second coupler 176may be moved along rails 194 to move closer to or further from firstcoupler 174, depending on the distance between first and secondcross-members 166, 168 and to allow rack assembly 170 to be coupled tofirst portion 160 of upper frame assembly 20 b after assembly of vehicle10.

Tension assembly 178 is configured to maintain the distance betweenfirst and second couplers 174, 176 once rack assembly 170 is coupled toupper frame assembly 20 b. Illustratively, lever arm 184 is receivedwithin an opening 216 of second coupler 176 and is secured therein witha removable fastener 218. Lever arm 184 includes a pin 219 which isreceived within spring 188 and is configured to contact stop member 190when spring 188 is fully compressed. Stop member 190 contacts or abutsrear cross-member 168 as lever arm 184 and spring 188 push against stopmember 190. Tension member 186 provides a pre-loaded tension orresistance on lever arm 184. In this way, pressure is applied fromsecond coupler 176 to rear cross-member 168 to take up any gaptherebetween and maintain the position of rack assembly 170 on upperframe assembly 20 b. In other words, as tension assembly 178 istightened against rear cross-member 168, spring 188 is compressed andapplies pressure to accessory plate 172 to take up the gap in rails 194in order to minimize and prevent movement of rack assembly 170 on upperframe assembly 20 b. Additionally, because this pressure applied to rearcross-member 168 prevents movement of rack assembly 170 on upper frameassembly 20 b, noise or rattling sounds which could be caused bymovement of rack assembly 170 are minimized.

To couple rack assembly 170 on upper frame assembly 20 b, second coupler176 may be initially moved along rails 194 towards first coupler 174 todecrease the space between couplers 174, 176. This allows rack assembly170 to be positioned over cross-members 166, 168 of upper frame assembly20 b and first and second couplers 174, 176 to be positioned betweencross-members 166, 168. Once recessed portions 175, 177 of first andsecond couplers 174, 176 are generally aligned with cross-members 166,168, respectively, tension assembly 178 may be engaged to secure rackassembly 170 to upper frame assembly 20 b. More particularly, tensioncoupler 182 may be rotated to move threaded portion 180 a within firstmounting member 204. Because non-threaded portion 180 b is fixed tosecond coupler 176, the movement of shaft 180 relative to first mountingmember 204 increases the distance between first and second couplers 174,176 such that second coupler 176 moves rearwardly to engage rearcross-member 168. Once second coupler 176 is engaged with rearcross-member 168, tension coupler 182 may be rotated slightly more suchthat stop member 190 contacts rear cross-member 168. Continued rotationof tension coupler 182 results in spring 188 being compressed at stopmember 190 and tension member 186 engaging lever arm 184. In this way,pressure is applied via tension assembly 178 to maintain the position ofsecond coupler 176 on rear cross-member 168 in order to securely couplerack assembly 170 to upper frame assembly 20 b.

Once attached to upper frame assembly 20 b, rack assembly 170 isconfigured to support a plurality of cargo items, such as spare tires,fire extinguishers, fuel can holders, ammunition holders, a jack forvehicle 10, tool boxes or holders, storage boxes, additional cargo to betransported by the vehicle, vehicle accessories, vehicle components,such as cameras, sensor equipment, body panels of vehicle 10, and anyother item. As noted herein, rack assembly 170 is configured to supporta plurality of heavy objects and is configured to do so because tensionassembly 178 holds rack assembly 170 on upper frame assembly 20 b intension. It may be appreciated that the disclosure of rack assembly 170herein illustrates that rack assembly 170 is coupled to upper frameassembly 20 b without any tools.

Referring to FIGS. 15-18, vehicle 10 is configured to support additionalcargo thereon. Illustratively, vehicle 10 may include a cargo supportassembly 220, which as shown, may hold a spare tire 222 thereon. Sparetire 222 includes a tire 223 a supported on a wheel hub 223 b. Inembodiments, cargo support assembly 220 is coupled to wheel hub 223 b tosecure spare tire 222 to vehicle 10 and, more particularly, to a tailgate 224 of vehicle 10. In this way, cargo support assembly 220 ispositioned at rear cargo area 28.

Cargo support assembly 220 includes a mounting surface 236 coupled to aframe member 238. Frame member 258 includes upstanding portions 239 aand a base portion 239 b. In embodiments, upstanding portions 239 a andbase portion 239 b are integrally formed together. Mounting surface 236is coupled to frame member 238 with removable fasteners 240.

Mounting surface 236 includes an attachment member 242 coupled theretowith fasteners 244. Attachment member 242 has a generally L-shapedconfiguration and is configured to hook over the top of tail gate 224when cargo support assembly 220 is positioned thereon. Moreparticularly, attachment member 242 is configured to attach to an upperrail 226 of tail gate 224.

Mounting surface 236 also includes mounting anchors 252 which arecoupled thereto with fasteners 254. Mounting anchors 252 extendforwardly from mounting surface 236 and are received over complementarymounting anchors 234 on a lower rail 228 of tail gate 224. Mountinganchors 234 are supported on lower rail 228 with mounts 232. Mounts 232may be integrally formed with lower rail 228 or may be removably orpermanently coupled thereto with fasteners, welds, adhesive, or anyother attachment mechanism or material. In this way, cargo supportassembly 220 is removably coupled to tail gate 224 with attachmentmember 242 and mounting anchors 252. Illustratively, mounting anchors234 and 252 may be configured as Lock & Ride® anchors available fromPolaris Industries Inc.

Cargo support assembly 220 is configured to support at least spare tire222 on vehicle 10 on the opposite side of mounting surface 236 frommounting anchors 252. More particularly, a rear-facing side of mountingsurface 236 includes a threaded T-handle 250 configured to threadedlycouple with wheel hub 223 b of spare tire 222. T-handle 250 is coupledto mounting surface 236 with fasteners 248. As such, vehicle 10 isconfigured to support a plurality of cargo options at multiple locationsof vehicle 10.

While this invention has been described as having an illustrativedesign, the present invention may be further modified within the spiritand scope of this disclosure. This application is therefore intended tocover any variations, uses, or adaptations of the invention using itsgeneral principles. Further, this application is intended to cover suchdepartures from the present disclosure as come within known or customarypractice in the art to which this invention pertains.

What is claimed is:
 1. An accessory assembly configured to be coupled toa frame of a vehicle, the accessory assembly comprising: a plateconfigured to support an accessory; a tension assembly removably coupledto the plate, the tension assembly configured to mount the accessoryassembly between a first frame member and a second frame member, thetension assembly comprising: a first coupler coupled to the plate andconfigured to engage the first frame member; a second coupler removablycoupled to the plate and configured to engage the second frame memberspaced from the first frame member, the second coupler movable relativeto the first coupler along a surface of the plate.
 2. The accessoryassembly of claim 1, wherein the first coupler comprises a firstrecessed portion and the second coupler comprises a second recessedportion, and each of the first recessed portion and the second recessedportion are configured to engage the frame of the vehicle.
 3. Theaccessory assembly of claim 2, further comprising a spring positionedwithin the second coupler, and the spring is configured to applypressure on the plate when the second coupler engages the frame.
 4. Theaccessory assembly of claim 1, wherein the surface of the plate furthercomprises a pair of rails, and the second coupler is configured to movealong the pair of rails.
 5. The accessory assembly of claim 1, furthercomprising a shaft extending between the first coupler and the secondcoupler, the shaft having a first end axially fixed to one of the firstcoupler and the second coupler and a second end configured to rotatablyengage the other of the first coupler and the second coupler, and theshaft configured to rotate such that at least one of the first couplerand the second coupler moves axially relative to the first end.
 6. Autility vehicle, comprising: a plurality of ground engaging members; alower frame supported by the plurality of ground engaging members; anupper frame assembly including a first cross member and a second crossmember, the upper frame assembly configured to surround a portion of anoperator area; an accessory mounting assembly comprising: a firstcoupler comprising a first recessed portion configured to engage thefirst cross member; and a second coupler movable relative to the firstcoupler, the second coupler comprising a second recessed portionconfigured to engage the second cross member.
 7. The utility vehicle ofclaim 6, further comprising a shaft extending between the first couplerand the second coupler, and a rotation of the shaft moving at least oneof the first coupler and the second coupler relative to the other of thefirst coupler and the second coupler.
 8. The utility vehicle of claim 7,wherein the shaft is axially coupled to one of the first coupler and thesecond coupler, and the shaft is threadedly coupled to the other of thefirst coupler and the second coupler.
 9. The utility vehicle of claim 6,further comprising a spring positioned within the second coupler, thespring positioned and configured to compress when the second couplerengages the second cross member.
 10. The utility vehicle of claim 6,further comprising a plate positioned adjacent one of the first crossmember and the second cross member, wherein a lever is operably coupledto a spring, the lever configured to apply a pressure to the plate bywhen the spring is compressed.
 11. The utility vehicle of claim 6,further comprising a plate positioned adjacent one of the first crossmember and the second cross member, wherein a surface of the platecomprises a pair of rails, and the second coupler is configured to movealong the rails.
 12. A frame assembly for a vehicle, the frame assemblycomprising: a plurality of frame members including a first frame memberand a second frame member, the first frame member and the second framemember being generally parallel; a tension assembly adjacent the firstframe member and the second frame member, the tension assemblycomprising: a first coupler configured to engage the first frame member;and a second coupler movable relative to the first coupler, the secondcoupler movable between a first position and a second position, whereinin the first position the second coupler is engaged to the second framemember and in the second position the second coupler is spaced from thesecond frame member.
 13. The frame assembly of claim 12, furthercomprising a shaft extending between the first coupler and the secondcoupler, the shaft including a threaded portion configured to threadedlyengage one of the first coupler and the second coupler, and a rotationof the shaft moving the second coupler from the first position to thesecond position.
 14. The frame assembly of claim 12, further comprisinga plate positioned adjacent one of the first frame member and the secondframe member, the plate comprising a pair of rails, wherein the firstcoupler is coupled to the plate and the second coupler is coupled to theplate, and the second coupler is configured to move along the rails. 15.The frame assembly of claim 14, wherein the second coupler includes apair of shoulders configured to engage the pair of rails.
 16. The frameassembly of claim 12, further comprising a spring positioned within thesecond coupler, and when the second coupler engages the second framemember, the spring compresses.
 17. The frame assembly of claim 16,further comprising a plate positioned adjacent one of the first framemember and the second frame member, wherein a lever is operably coupledto the spring, and a pressure is applied to the plate by the lever whenthe spring is compressed.